Stabilizer mechanism



Aug. 15, 1939. w. D. ALLISON STABILIZER MECHANISM Filed Aug. 4, 1958 3 Sheets-Sheet 1 2 M m. E z

.M Q] 3 m u I fw. D. ALLISON 69 I STABILIZER MECHANISM Fil ed Aug. 4, 1938 :s Sheets-Sheet 2 1N VEN TOR lVz'ZZZd W .3. fiZZzIsa M2, w rw A770 NE A 1 1939- w. D. ALuoN sTABILIzER-MEcnmI sM Filed Aug 4, 1938 3 Sheets-Sheet 3 INVEN TOR I H/z'ZZz'azrz {72115022 Patent'ed Aug. 15, 1939? William D. Allison, Detroit, Mich. assiguor to Hudson Motor flat Company, Detroit, Micla, a-coration of llfichlgan Application August d, 1938, Se No. 223,061

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- This invention relates to a front wheel suspension 'forautomotive vehicles, and more par= ticularly to an improved stabilizer mechanism which markedly improves the stability and con- 5 trol of such vehicles.

In the operation of automotive vehiclenparticularly at relatively high speeds, over uneven or rough roads or around curves, numerous prohlems arise in maintaining thedesired control of the front wheels and maximum stability of the vehicle. For example, when the car is travelling at relatively good speed around a curve the body tends to roll or tilt upwardly due to the efiect of centrifugal force. Frequently the ,tilt or roll of 5 the body and frame under such circumstances results in the transmission of forces to the front wheels tending to turn or urge them undesirably in ,the'direction in which the car is travelling around the curve and'the car does not right itself as readily as desired when coming out of l the turn or curve in the road. Again it fre-' quently happens that while travelling over rough roads or uneven pavement, especially at relatively high speeds, the rise or fall of one front wheel I rela.tlve1y to the other, producing'variations in the wheel camber, tends to set up yroscopic forces, which results in causing a tendency or urge of the wheels to turn in one direction or the other. This effect is often characterized as wheel fight andis often felt by the driver in apparent jerkiness in the steering mechanism.

Thus, under various conditions of. operation and I in various makes of cars with different types of front wheel suspensions,'a variety of problems trifugal forces, and inability of the car to right itself immediately after coming out of a turn due a to body roll or tilting induced by centrif l forces. 5 Y J 'An object of the inventionis to provide a solution in part or in whole for'the foregoing prob-J- lems by overcoming the difliculties above pointed out and to provide an improved front wheel suspension in which better control of the front produced under various operation conditions.

A further object is to provide a stabilizer for A the front wheels of an automotive vehicle adapted 'to balance out or oppose the tendencies of the 5 wheels, such as due to centrifugal or gyroscopic,

wheels and increased stability of the vehicle are forces, to turn involuntarily from their intended course.

Another object of the invention is to provide a stabilizing means on the front end of an automotive vehicle frame, which is of such construc- 5 tion and arrangement that it tends to. at least "partially prevent the shifting tendency of the front wheels andexcessive rolling of the body frequently encountered when driving cars at high speeds over uneven'roads or around curves. 10

Another object of the present invention is to ofiset or neutralize, at least in part, the moment of force,te nding to'shift the front wheels, which is produced about the front wheel kingpins as a result of the variable caster and load normally to present in conventional front axles.

A further object is to provide a front end con- 'struction in which the tendency toward development of wheel shift is substantially diminished, and in whichv the body roll occurring on fast 20 corners actually increases the recovery efiort of the front wheels.-,

A stillvfur'ther, object is to provide a front end construction which tends toward improved steering control and body stability, and is relatively 25 simple and rugged in construction, relatively economical to manufacture, and capable ,of being readily replaced or repaired.

Other objects of this invention will appear in the following description and appended claims, 30 reference ,being had to the accompanying drawings forminga part of this spebiflcation wherein like reference characters designate corresponding parts in the'several views. i

Fig. 1 is a plan view of the front portion of a '35 motor vehicle chassis provided with a front wheel "stabilizing mechanism forming one embodiment of the present inventionj Fig. 218 a front view, partly in section, of the parts shown in Fig. 1, the section being taken 40 on the line 2-2 of that figure.

Fig. 3 is a plan view similar to that of Fig. 1, but showing the wheels in position for a left turn.

- rug. 4 is'a frontview, partly in section, of the 45 parts shown in Fig. 3, the section beingtaken on the line ,Hof that Fig. 5' is a sideiview, partly in section, of the left front wheel'of a motor vehicle and-stabilizer mounting thereon, the section being taken on the line -55 of Fig. 1.

the stabilizer l 'lg. 6 is a sectional view of mounting taken on the line 6-6 of Fig. 5.

Fla. (is a view of one of the stabilizer practiced or carried out in various ways.

supporting brackets taken on the line of Fig. 2.

Fig. 8 is a side view, partly in section, of oneviews respectively of portions of the front end of a vehicle chassis which has been provided with a stabilizer such as described herein, and showing the effects of said stabilizer upon the front wheels of the vehicle during a left turn.

Fig. 11 is a diagrammatic front view of similar portions of a vehicle chassis, showingthe effects of the stabilizer upon the frontwheels while the left front wheel is surmounting a bump or raised portion in the road.

Before explaining in detail the present invention it is to be understood that the invention is not limited in its application to the details of construction and arrangement of parts illustrated in the accompanying drawings, since the invention is capable of other embodiments and of being Also it is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation, and it is not intended to limit the invention claimed herein beyond the requirements of the prior art.

There is illustrated in the drawings, by way of example, a preferred embodiment of the invention as applied to a. motor vehicle having a front end construction comprising a frame It, a front axle II, and a pair of front steering wheelsl2 and i3 carried by said axle. The axle II is suspended from the frame by'means of any suitable spring assembly of conventional design, such assembly not being shown in the present instance as knowledge of .the particularspring assembly forces which are set up against the wheels imder certain driving conditions, but particularly at high speeds, and, tend to shift the wheels from their intended path. The said stabilizer com prises a torsion bar II which is journalled or otherwise rotatabl'y supported upon the frame I.

In the present embodiment the bar II is sup-f ported by two rubber blocks or bushings l5 and I6 clamped or fitted in supporting yokes l1 and N bolted or otherwise fastened to the frame It. The bar H has its end portionsv l9 and 2| extending completely through and beyond the v blocks II and II, said portions being bent at spaced points from said blocks at an angle somewhat less than 90, whereby they normally extend rearwardly and slightly upwardly in the should be observed, however, that these lever arms I! and 20 may extend forwardly or in any other direction with the same results provided suitable attachments to the front wheels can be made therefrom.

Extending downwardly and toward thewheels l2 and I2 are connecting links orrods 2| and 22 which are suitablyfastened at their upper ends in apertures or eyes 22 in the ends of said crank arms 1| and 2| and at their lower ends in apertures 24 in brackets 25 and 2| (see Fig. 8 The brackets 2| and 2| are preferably supported on the spindles or king pin mountings 21 and 2| which also support the usual brake backing plates 2| and 3|, it being found advantageous to use the same bolts which fasten said backing plates to said spindles to fasten the brackets 25 and 2| thereto. An arrangement such as the above insures that any forces exerted by the torsion bar H and connecting links 2| and '22 are applied to the wheels l2 and II at a point offset forwardly from the king pins which, as will subsequently appear, is important from the standpoint of the .present invention.

The connecting rods 2| and 22 are fastened tolever arms and 2| and brackets 2| and 2| by means of the rubber gaskets or washers 2| and the clamping plates 32, such as shown more clearly in Fig. 8. To accomplish this the rods 2| and 22 are provided at spaced points from each end with annular beads 33, against which a clamping. plate 22 is placed. A gasket 3| is then applied over the end of the rod in contact with said plate, and after inserting the end of the rod 2| or 22 throughthe eye 2|.of one of the crank arms II or 2| or through the eye 2| of one of the brackets 25 and 2|, another gasket and plate is applied,.whereupon the entire assembly may be firmly fastened by nuts or the like, which are turned down to place the rubber rings 3| in compression against opposite faces of the lever arms I8 and 2| and the brackets 25 and 2|.

To obtain the desired results, i. e. to resist wheel shift, excessive body roll, and other detrimental effects, the connecting rods 2| and 22 are normally held by the torsion bar l4 and the brackets 25 and 2| atan angle to the longitudinal axis of their associated king pin. By adjusting this angle and the horizontal distance between the kingpin axis and the point of attachment of the connecting rod 2| or 22 to its supporting bracket 25 or 2|, and making the torsion bar ll, the crank arms I! and 2|, and the connecting links 2| and 2: of predetermined length and/or diameter, it

is possible to create about each king pin a. moment of force which is opposite in effect to and either stability ofthe vehicle but improves to a large extent its easy driving characteristics, particu larly at high speeds. Although the angle of the connecting links with respect to the king pins, when the wheels are straight and the car is on level ground, may be varied somewhat in accordance' with varying conditions, it has been folmd for example, that an angle of about 30 to/the vertical, which would be' about 23 to the king pin axis, is satisfactory for the purposes ofthe present embodiment of the invention. a

. In further considering the action of the stabilizer constituting the present invention, it should beborneinmindthatthbarllactsintorsion,

thatis, itissoconnectedtothewheelsandthe franieandisofsuchangularityateachendthat -or away from. the vehicle body as the result of road bumps or depressions, body roll, or the like.

Thistorsionaltwist'actsasaresistancebyway of therods2| and22 andthebrackets Iland' '2| to the involuntary hirningof thefront wheels assist in straighteningthewheelsupon coming out of a fast turn. A slight torsional twisting action is also exerted on the bar ll by simple turning of the wheels for steering purposes. In Figs. 3 and 4 the effect of simple turning, i. e. on

level ground and at slow speeds, is shown in somewhat exaggerated manner. Thus a comparison of theyangularity of the crank arms I! and 20 and the connecting rods 2| and 22 in Figs. 1 1 and 2 with the angularity of these parts as shown in Figs. 3 and 4 will assist in arriving at an understanding of the action of the stabilizer during steering at slow speeds onsmooth level roads. It should be kept in mind, however, that in actual 5 practice the forces exerted by or on the bar during simple turning or steering do not appreciably change or affect the ordinary steering character-- istics of the vehicle.

The forces exerted by the bar i l, due to tor- 1 sionai action thereof, upon the connecting links or rods 2i and 22 consequent to the rise or fall of one wheel relatively to the otheror to body roll are represented by the arrows in Figs. 9, l and ii.

For example, with respect to Figs. 9-and iii wherein the vehicle is shown as travelling to the left around a turn or curve, the body 84 due to centrifugal action will tilt or roll to a more or less extent to the right and since the torsion bar i4 is attached to'the body and frame members it will tilt in accordance with the tilt of the body. This action results in a tendency to move the lever arms I! and 20 oppositely in a vertical direction, placing thebar il in torsion. Hence adownward force will be transmitted along the length of the link 2i as shown by the arrow which will place this link incompression and conversely an upward force will be applied along the" length of the link 22 placing this link in tension,

as shown by the arrows in Fig. 10. The forces along the links 2] and 22 have each a vertical component ands. horizontal component as also shown by the arrows. The horizontal component at the left in Fig. 10 transmits a force to the wheel l2 in advance of the king pin tending to straighten out the wheel. In like manner the horizontal component at the right in Fig. 10,

which is transmitted inthe. same direction, exerts a force on the wheel il in advance of the king p 11 also tending to straighten out the wheel.

) In a dition the torsion bar llwhen loaded or The5."foroes:exerted bythe 1150a) connectingerods I 2 hand :22 and which, are transg mitted to.ztheg wheelswwl'fenProne df-Pthe-wheels, suchjas'ithewheel' i3; masses? over arbumpor: elejyationg in the road are: representedicin pFig. -11;

3 i [through .athe .ieversarms I land As shown by the? arrows: atvthe right illithcre 18.93 downward:force -transmittedritoithe linkwflsplacr ing this link in compression, :andrthisaforcez has isqentirely, independent of thetypeand construca? vertical-component andral so awhorizontal some i -maziThe horisontahcomponent transmitsva force to the wheel i l at a point inadvance of the king pin and this force is in opposition to the force due to gyroscopic action tending to turn the left hand front wheel It to the right when passing over theiobstruction. Conversely the torsion bar i4 exerts an upward force along the opposite link 2 I which force has also'a vertical component and a horizontal component, and the latter exerts'a force on the wheel i2 at apoint in advance of the king pin likewise opposing the force on said wheel due to gyroscopic action tending to turn the right hand front wheel 82 to the right. f

Although when wheel it sinks into ahoie or depression, the tendency of the front wheels to ;turn as a result of forces consequent to a gyroscopic action are the opposite to that above explained, yet it will be understood that the action of the torsion bar in'opposing such involuntary turning efforts is analogous to the above described. Further, it will be understoodthat the action of the stabilizeron' the wheels, when the right wheel i2 hits a bump or encounters a depression, is similar although opposite to that described above with respect'to' the left -'wheel l3,

as in each and every instance the bar l4 acts to oppose the forces tending to turn the wheels under the recited circumstances.

Upon utilizing my stabilizer in the manner referred to and described above, a marked improvement in road sense will be noted upon driving 'the car atall speeds, but particularly at high speeds. A noticeable recovery effect will also be observed on making fast turns, and in fact the car will be found to build up a;recovery effort on such turns which increases in direct proportion to the speed of the car. Thus the stabilizer exerts an effect which is equivalent to an increasein the caster angle and in fact permits a reduction of several degrees insuch angle. Further, it reduces to a marked extent any tendency to wheel fight due to gyroscopic forces, resists all tendency to shimmy, produces a much more substantial feel in the steering wheel, and permits greater control of the car in high winds.

The many advantages of the stabilizer in accordance with the present invention are apparent not only in connection with wheel suspensions of the conventional type, but also in connection with other typesof suspensions, such as independent wheel suspensions, suspensions utilizing transverse springs with wishbone type radius rods, and suspensions using longitudinal torque arms, suchas 'shown and" described in the application of Northrup, Bartz and Whisler, Serial No. 194,978, filed October 10, 1936.

' The rubberrings or gaskets, 3| have a'desirable tory noises by eliminating metal to metal contact.

It is to besunderstood, however, that if ,desired a universal joint or'otherflexible jointmay be subcushioning effect and obviate chattering or vibra stituted forthe rubber gaskets described herein.

tionofisteering c ment-Folthe=stabilizer' barliwith respect to the supported by a king pin on opposite ends of said i I claim:

1. In a front wheel suspension for a motor vehicle a stabilizer. comprising a transverse bar which is movably mounted on the frame adjacent the front wheel supporting means and has its ends operatively connected with stationary portions on the front wheels.

2. In a front wheel supension for a motor vehicle, a stabilizer comprising a bar which extends transversely across the vehicle frame and is bent longitudinally of the vehicle at its ends at spaced points from said frame, said ends each being operatively connected to a stationary portion of one of the wheels of said vehicle.

3. In a front wheel suspension for a motor vehlcleythe combination of a frame, front wheel supporting means, a pair of front wheels, and a stabilizer therefor, said stabilizer comprising a transverse bar extending across said frame and having its ends bent longitudinally of the vehicle and connected at said ends to stationary portions of said wheels. by links. which extend angularly with respect to said bent ends and said wheels.

4. In a front wheel suspension for a motor vehicle, the combination of a frame, front wheel supporting means, a pair of front wheels, and a stabilizer therefor, said stabilizer comprisinga' bar mounted transversely on the frame and operatively connected at each end with the spindle mounting of one of said wheels, said bar'being rotatable with respect to said frame;

5. In a front wheel suspension for a motor vehicle, the combination of a frame, front wheel supporting means, and a transverse torsion member extending across and beyond each side of said frame and operatively connected at each end with stationary portions on the front wheels.

6. In a front wheel suspension for a motor vehide, the combination of a frame, front wheel supporting means, a pair of front wheels eachaxle, and a stabilizer for said wheel suspension, said stabilizer comprising a transverse torsion. bar supported on said frame and operatively connected at each of its ends with a fixed portion of one of said wheels, each of said connections being offset from said king pin.

7. In a front wheel suspension for a motor vehicle," the combination of a frame, front wheel supporting means, a pair of front wheels each supported by a king pin on opposite ends of said.

. axle, and a stabilizer for said wheel suspension,

said stabilizer comprising a transverse bar suported on said frame and-operatively connected at each end by means of an inclined link toa fixed portion on one of said wheels, each ofsaid links being provided with such an angle of inclination. with respect ,to the longitudinalaxes of said king pins that a horizontal moment of force is created around each king pin which offsets at least in part the normal caster and load moments existing thereabout. I 8. A wheel suspension according to claim 1 ini which we bar is rotatably mounted on the frame and is placed in torsion 'by forces transmitted thereto upon predetermined relative movement thewheelscompriselinkslyinclined.

one in a direction-oppositetothe other.

10. A wheel 11 aocording'to claim 3.

4 m. which said bar. is resiliently mounted oh the frame and is placed in torsion by horizontal forces upon relative vertical movement of the frame and one of said wheels.

11. A wheel suspension according to claim 4 in which said bar is resiliently mounted on the frame and is placed in torsion by horizontal forces transmittedthereto upon predetermined relative vertical movement of the frame and one of said wheels.

12. A wheel suspension according to claim 5 in which the connections between said torsion member and wheels comprise articulated links effective to place said member in torsion by horizontal forces transmitted thereto upon predetermined relative vertical movement-of the frame and one of said wheels.

13. In a front'wheel suspension for a motor vehicle having a frame, front steering wheels and torsion means connecting said wheels and frame and adapted to be stressed by horizontal forces transmitted thereto upon predetermined relative vertical movement of the frame and one of said wheels.

14. In a front wheel suspension for a motor vehicle having a frame, front steering wheels, a member mounted on the frame, and connections between said member and wheels for stressing said member and movable in. opposition one to the other by horizontal forces transmitted thereto upon a predetermined vertical relative movement of the frame and one of said wheels.

15 In a front wheel suspension for a motor vehicle having a. frame, front steering wheels, a member connected to the frame and. having crank arms at opposite ends, and connections between said arms and wheels effective to move said arms in opposite directions to stress said member as a result of horizontal forces transmitted thereto upon predetermined relative verticalmovement of the frame and one of said wheels;

16. A wheel suspension accordingto claim 13 in which the torsion means is connected ,to non revoluble'portions of the wheels at points offset longitudinally of the vehicle from the steerin axes of the wheels.

I 17. A wheel suspension according to claim 13 in which the torsion means is connected to nonrevoluble portions of the wheels at points offset forwardly of the steering axes of the wheels.

18. A wheel suspension for a motor vehicle having a frame, front steering wheels, a transframe and one of said wheels. 1

19. In a vehicle having a frame, front wheel supporting means including transversely spaced king pins, resilient means interposedbetween the front wheel supporting'm'eans and frame, steerable wheels having non-rotatable portions q through which the king pins are mounted, and means carried by the frame and operably connected to the non-rotatable portions of the steerablewheelstotransmlttoeachofthesteerable wheels a transverse horizontal component of a 1 force produceddw and proportional to vertical t of .each of the steerable wheels I611 ative to they frame. I

20. A wheelsuspension for a motor vehicle havingaframafrontwheelsupportingmeansincluding transversely spaced king pins, steerable wheels having non-rotatable portions through which the king pins are mounted, and means carried by the frame and operably connected to the non-rotatable portions of the steerable wheels at points spaced longitudinally of the vehicle relative to the king pins to transmit to each of the steerable wheels a transverse horizontal component of a force produced by and proportional to vertical displacement of each of the steerable wheels relative to the frame.

21. In a -motor vehicle having a frame structure; steerable wheel supporting means carried by the frame structure, steerable wheels having stationaryportions mounted on said wheel supporting means, and stabilizer means comprising a. transversely extending member movably mounted on the .frame structure and operably connected to said stationary portions of the steerable wheels.

22. A stabilizer for a motor vehicle having a frame structure, wheel supporting means carried by the frame structure, steerable wheels having stationary portions mounted on said wheel supporting means, said stabilizer comprising a generally transversely extending member movably mounted on the frame structure and operably connected to said stationary portions of the steerable wheels to impart substantially predetermined horizontal forces to the steerable wheels upon substantially predetermined vertical displacement of one of the steerable wheels relative to the frame structure.

WILLIAM D. ALLISON. 

